Vehicles with multiple high-voltage batteries

Abstract

A hybrid electric vehicle having: one or more controllers; at least two axles independently driven by respective electric machines (EMs), each of which is coupled to a separate battery; and an internal combustion engine (CE) coupled to one of the axles. At least one of the one or more controllers is configured to deliver power to one of the axles in a single-axle drive mode and to deliver power to the other axle and / or all axles in response to a torque demand signal (TDS) exceeding a single-axle power limit. The one or more controllers are further configured to respond to the TDS exceeding a multi-axle power limit and deliver additional CE power to the coupled axles. In response to a braking signal, the one or more controllers may also adjust at least one of the EMs to capture mechanical braking energy from the respective axle and generate negative torque to charge one or more of the separate batteries.

Description

Technical Field

[0001] The present disclosure generally relates to systems and methods for controlling and utilizing independently configured high-voltage batteries and drive axles in hybrid electric vehicles. Background Art

[0002] Electric, plug-in, fully electric, full-electric, and mild hybrid electric vehicles (HEVs) have a powertrain that includes an internal combustion engine (ICE), an electric motor or motor / generator (EM), batteries and other energy storage devices, and multiple drive axles coupled to one or more controllers, with each EM coupled to a single one of the drive axles. These batteries can be configured with either high power or high energy capabilities, with high power enabling high power discharge over short periods of time and distance, and high energy enabling discharge over longer periods of time and distance.

[0003] Typically, high power capabilities are used for short-duration, short-distance, high-torque demands, and these batteries are quickly charged to maintain maximum capacity to ensure that there is charge available for each high-torque demand. Conversely, these high-energy batteries are capable of relatively long-duration discharges over relatively long distances. A heavy-duty HEV (FHEV) typically includes this type of high-power, short-duration / distance, low-energy battery that operates only in charge-sustaining mode, while other types of HEVs (such as plug-in HEVs or PHEVs) may include higher-energy, longer-duration batteries that operate in charge-depleting mode, enabling utilization over longer distances. This type of FHEV is configured for use in an all-electric operating mode for short periods of time, at low vehicle speeds, and at lower vehicle accelerations than other battery types. However, a mild-HEV or mHEV battery is typically configured with a lower operating voltage, which can be in the range of approximately 48 volts, and is typically used to power vehicle accessories during vehicle deceleration and stopping conditions and for relatively short periods of time.

[0004] In other arrangements of plug-in HEVs (PHEVs), such batteries can be used in both charge-sustaining and charge-depleting modes in response to various torque demands, and typically have a shorter operational range than BEV batteries. In any such configuration, improvements are needed to enable selective charging of such batteries using regenerative braking energy and other power sources, and selective use of such batteries to power one or more electric machines coupled to various axles in response to torque power demands and various HEV operating modes. Summary of the Invention

[0005] Vehicles and operating methods according to the present disclosure include various components and systems, including one or more controllers coupled to a powertrain having at least two EMs coupled to respective batteries or other energy storage devices, and axles, and a CE coupled to one of the axles. The present disclosure enables multiple operating modes, including delivering power to a single, multiple, and / or all axles. Furthermore, such components and systems are configured to enable battery charge maintenance, charge depletion, and other battery configuration and utilization operating modes optimized for short-duration, high-power operation as well as longer-duration, high-energy operation and related configuration and utilization modes.

[0006] In one configuration of the present disclosure, a vehicle or HEV includes at least one controller coupled to at least two axles, each of the axles being independently driven by a corresponding EM, each of the EMs being coupled to a separate battery, and the axles being mechanically decoupled. The at least one controller is configured to deliver power from one of the EMs to the corresponding coupled axle in a single-axle drive mode. In response to a torque demand signal (TDS) exceeding a single-axle power limit, the one or more controllers initiate a multi-axle drive mode to deliver power from another EM to another corresponding coupled axle. In another variation, the at least one controller is further configured to, in response to a braking signal, adjust at least one of the EMs to capture mechanical braking energy from the corresponding coupled axle and utilize the braking energy to generate negative torque through the one EM to charge at least one of the batteries and / or one or more batteries.

[0007] In other arrangements of the present disclosure, the one or more controllers are further configured to respond to the TDS when it exceeds the multi-bridge power limit and enable additional CE power to be delivered to the connected axles. Another variation includes a vehicle comprising a PHEV battery and one or more controllers, the controllers also capable of initiating a charge-depleting mode, which causes one or more of the batteries to power the corresponding connected electric motor (EM) up to a charge-depleting maximum discharge limit (CDMD), in combination with delivering increased CE power to one of the axles. The present disclosure also contemplates a PHEV battery variation of the vehicle configured with the at least one controller, the controller further configured to respond to a state of charge signal (SoC signal) falling to a charge maintenance limit. The at least one controller responds and initiates a vehicle charge maintenance mode, which delivers CE power to the EM coupled to the one axle to generate electricity and charges one or more of the batteries, and in certain applications, discharges the EM up to a charge maintenance maximum discharge limit (CSMD). This enables the at least one controller to drive the EM to propel the HEV even while charging one or more of the batteries.

[0008] The vehicle may also be configured with a controller that is modified to respond to at least one of the following: (a) the SoC signal drops to a charge maintenance limit (e.g., in a vehicle with a PHEV battery) and (b) the TDS exceeds the combined power available from the batteries. Such a controller is also modified to initiate a charge maintenance mode and deliver CE power: (a) to propel the vehicle and meet the TDS requirement, and (b) to the EMs coupled to the one axle to generate electricity to charge one or more of the batteries. In other variations, the present disclosure includes a vehicle having at least one controller that is further configured to respond to the SoC signal dropping to the charge maintenance limit of at least one of the batteries in a PHEV battery variation, and to initiate a charge maintenance mode and deliver CE power to the EMs coupled to the one axle to generate electricity to energize one or more of the EMs so that the SoC does not drop.

[0009] The HEV and controller of the present disclosure are further configured to respond to a stability control signal (SCS) and initiate a full-bridge drive mode to independently deliver power to each of the at least two axles to increase traction at each wheel of each axle. In other adaptations of the present disclosure, such as in a vehicle having an FHEV configuration, any, all, or at least one of the batteries is configured to operate in a charge-sustaining mode and have an energy capacity of approximately one kilowatt-hour. In certain variations, such an adaptation enables an electric operating range or electric driving range of (for example purposes) approximately one to three miles or more when used at moderate vehicle acceleration and speeds of less than approximately 30 miles per hour.

[0010] Other batteries in the at least one battery are configured or can be configured to operate in both charge-sustaining and charge-depleting modes, which are commonly implemented in PHEV batteries. While the energy and power capabilities of such batteries vary widely between different manufacturers and vehicle types, in one example, which is not intended to limit the present disclosure, such batteries can be configured to have an energy capacity of between approximately 2 kWh and 10 kWh, or more or less, and an electric driving range or operating range of between approximately 2 miles and 49 miles, or more or less. In other variations, the one or more batteries include or can include at least one battery that is also configured to operate in a charge-depleting mode and has an energy capacity of approximately greater than 10 kWh and an electric operating range or electric driving range of greater than approximately 50 miles.

[0011] The present disclosure contemplates methods of controlling a vehicle and adjusting a controller to deliver power to one of the axles in a single-axle drive mode and independently deliver power to the other axle in response to a TDS exceeding a single-axle power limit. The present disclosure also contemplates a controller initiating a charge-depleting mode to deliver battery power up to CDMD and deliver additional CE power to the connected axles in response to a TDS exceeding a multi-axle power limit, such as in a PHEV configured vehicle. Further variations of this exemplary PHEV configuration further include the one or more controllers configured to deliver additional CE power to the connected axles in response to a TDS exceeding a single-axle power limit and independently deliver power to the other axle in response to a TDS exceeding a multi-axle power limit, such as via electric rear or front axle drive and a connected FHEV battery. Other variations have the one or more controllers responsive to a braking signal and adjusting at least one of the electric motors (EMs) to capture mechanical braking energy from the corresponding axle and generate negative torque via the at least one EM to charge a separate connected battery.

[0012] The method of the present disclosure also includes or may include the one or more controllers responding to the SoC signal dropping to a charge maintenance limit, such as in a PHEV configured vehicle, and delivering CE power to the electric machine (EM) coupled to the one axle to generate electricity to charge one or more of the batteries. Additionally, the method includes the at least one controller or one or more controllers responding to at least one of: (a) the SoC signal dropping to the charge maintenance limit, and (b) the TDS exceeding the combined power available from the batteries, and initiating a charge maintenance mode to deliver CE power: (a) to propel the vehicle and meet the TDS requirement, and (b) to the EM coupled to the one axle to generate electricity to charge one or more of the batteries.

[0013] This overview of the implementation and configuration of these vehicles and methods of operation describes several exemplary arrangements of embodiments of the present disclosure in less technically detailed variations, and these arrangements are further described in more detail below in the detailed description section in conjunction with the drawings and the claims that follow.

[0014] This summary is not intended to identify key features or essential features of the claimed technology, nor is it intended to be used as an aid in determining the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein can be independently implemented in various example implementations or combined in other example configurations, as further described elsewhere herein, and as will be appreciated by those skilled in the art and knowledgeable in the relevant art with reference to the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a diagram of a hybrid electric vehicle and its systems, components, sensors, and methods of operation; and

[0016] Figure 2 Shown Figure 1 Additional aspects and capabilities of the vehicles and systems and methods of the present invention may be described, with certain components and features being added, removed, modified, and rearranged. DETAILED DESCRIPTION

[0017] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples and that other embodiments and alternative arrangements thereof may take various other forms and preferred alternative forms. The accompanying drawings include some features that may be enlarged or reduced to show or emphasize details of certain components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but rather serve merely as a representative and illustrative basis for demonstrating and teaching those skilled in the art to employ the embodiments of the present disclosure in various ways.

[0018] As will be understood by those skilled in the art, the various features, components, and processes shown and described with reference to any of the figures in the accompanying drawings may be combined with the features, components, and processes shown in one or more other figures to produce embodiments that should be apparent to those skilled in the art and within the cognition of those skilled in the art but that may not be explicitly shown or described. The combinations of features shown herein are representative embodiments for many typical applications. However, for specific applications or implementations, various combinations and modifications of features consistent with the teachings of this disclosure may be desired and should be readily conceivable within the knowledge, skills, and abilities of those working in the relevant technical fields.

[0019] Referring now to the various drawings and descriptions and to Figure 1 and Figure 2 , and specifically with reference to Figure 1 , shows a schematic diagram of an electric, pure electric, plug-in and / or HEV 100 and shows representative relationships between the components of the HEV 100. The physical layout and orientation of the components within the vehicle 100 may vary. The vehicle 100 includes a drivetrain 105 having at least two axles 106, 107 and a drivetrain 110, the drivetrain 110 including one or more of an internal combustion engine (CE, ICE) 115 and / or an electric motor or electric motor / generator / starter (EM) 120, the CE 115 and the EM 120 generating power and torque to propel the vehicle 100 via the at least two axles 106, 107, which are contemplated by the present disclosure and are Figure 1 are mechanically separated from each other to enable independent operation.

[0020] Although the figures illustrate the axles 106, 107 and related components as appearing to be physically adjacent, the figures are intended to be schematic representations only, and it is contemplated that the axles 106, 107 and all other components may be arranged according to various other physical arrangements. For example, regardless of the schematic representation, the axles 106, 107 may be arranged on the HEV 100 as separate, independently operable front and rear wheel drive axles 106, 107, as well as in other physical arrangements that should be apparent to those skilled in the relevant art.

[0021] The engine 115 is a gasoline, diesel, biofuel, natural gas, or alternative fuel powered engine or fuel cell that generates electricity, vacuum, pressure, and hydraulic power, as well as other forms of output torque, via the engine front end accessories and accessory devices (FEADs) described elsewhere herein. The ICE or CE 115 is coupled to at least one of the electric machines or EMs 120 using a disconnect clutch 125 and to at least one of the axles 106. When the disconnect clutch 125 is at least partially engaged, the CE 115 generates such power and the associated engine output torque for transmission to the EM 120.

[0022] The EM 120 can be any of a variety of types of electric machines, and can be, for example, a permanent magnet synchronous motor, a generator, and an engine starter. For example, when the disconnect clutch 125 is at least partially engaged, power and torque can be transferred from the engine 115 to the EM 120 (to enable it to operate as a generator) and to other components of the vehicle 100. Similarly, in a vehicle that includes or does not include an independent engine starter 135, the EM 120 coupled to the same axle 106 as the CE / ICE 115 can be operated as a starter for the engine 115, with the disconnect clutch 125 partially or fully engaged to transfer power and torque to the CE 115 via the disconnect clutch drive shaft 130 to start the engine / ICE / CE 115.

[0023] In another variation, the EM 120 may also be an electric axle drive 123 configured as an electric front axle drive (EFAD) or electric rear axle drive (ERAD) directly coupled to one of the axles 106, 107 via a gearbox and / or differential 152. Furthermore, in such an arrangement, the EFAD / ERAD 123 may be configured to operate independently of the other EM 120 and / or CE 115 to enable selectable and differential speed control between the mechanically decoupled axles 106, 107 and the associated wheels 154.

[0024] In addition, at least one EM 120, 123 can assist the engine 115 in a "hybrid electric mode" or "electric assist mode" by transmitting additional power and torque to rotate the drive shafts 130 and 140. The EM 120, 123 can also operate in a pure electric mode, in which the engine 115 is decoupled and shut down via the disconnect clutch 125, enabling the EM 120, 123 to transmit positive or negative torque to the EM drive shaft 140 and / or the axles 106, 107. When in generator mode, while the engine or ICE 115 is generating propulsion power for the vehicle 100, the EM 120, 123 can also be commanded to generate negative torque and thereby generate electricity to charge the battery (and other energy storage devices) and power the vehicle electrical system. The EMs 120 , 123 may also enable regenerative braking by converting rotational energy from the decelerating driveline 110 and / or wheels 154 into electrical energy for storage in one or more batteries 170 , 175 , 180 and other energy storage devices as described in more detail below.

[0025] The disconnect clutch 125 can be disengaged to enable the engine 115 to be stopped or operated independently to provide power to engine accessories, while the EMs 120, 123 generate drive power and torque to propel the vehicle 100 via the axles 106, 107 and / or the EM drive shaft 140, the torque converter drive shaft 145, and the transmission output drive shaft 150. In other arrangements, both the engine 115 and the EMs 120, 123 can be operated with the disconnect clutch 125 fully or partially engaged to cooperatively propel the vehicle 100 via the drive shafts 130, 140, 150, the differential 152, and the wheels 154. Various configurations and uses of the EMs 120, 123 can be employed to achieve differential control and traction between the axles 106, 107 and / or associated wheels 154.

[0026] The differential 152 can transmit approximately equal torque to each wheel 154 and can provide slight speed differences to enable the vehicle to turn and maneuver efficiently. Different types of differentials 152 or similar devices can be used to distribute equal and / or unequal torque from the drivetrain 110 to the wheels 154 for rear-wheel drive, front-wheel drive, front-axle drive, rear-axle drive, and all-wheel drive vehicles and configurations. In some vehicles, the differential torque distribution can be controlled and varied to achieve a desired operating mode or condition, wherein each axle 106, 107 and / or each wheel 154 receives a different torque. Similarly, during regenerative braking mode, the EM 120, 123 can be configured to recapture mechanical energy from the axles 106, 107 and / or wheels 154 to generate electrical energy for charging one or more batteries 170, 175, 180.

[0027] For a powertrain 110 that includes multiple EM 120 configurations that are coupled in-line or otherwise, the drive shafts 130 of the engine 115 and the EM 120 may be a continuous single through-shaft that is part of and integral with the EM drive shaft 140 , or may be separate independent drive shafts 130 that may be configured to rotate independently of the EM drive shaft 140 . Figure 1 The schematic diagram also contemplates alternative configurations with more than one engine 115 and / or EM 120, 123, wherein the engine 115 and / or EM 120, 123 may be offset relative to the drive shaft 130, 140, and wherein one or more of the engine 115 and EM 120, 123 are positioned elsewhere in the driveline 105 and / or near the axles 106, 107 in series and / or in parallel, such as between or as part of a torque converter and transmission, off-axis from the drive shaft, axle 106, 107, and / or elsewhere in other arrangements. Other variations are also contemplated without departing from the scope of this disclosure.

[0028] The drivetrain 105 and the powertrain 110 also include a torque converter (TC) 155 that couples the CE 115 and EM 120 of the powertrain 110 to and / or to a transmission 160. The transmission 160 can be a multi-speed gear ratio with multiple selectable gears and / or a multiple and variable torque multiplier ratio, an automatic and / or manual transmission or transfer case 160. The TC 155 can also incorporate a bypass clutch and clutch lock 157, which can also operate as a launch clutch to enable further control and regulation of the power and torque transmitted from the powertrain 110 to other components of the vehicle 100. In some variations, the transmission 160 can include the TC 155 and the bypass clutch 157 integral to the transmission or transfer case 160. In other contemplated variations, for purposes of further example and not limitation, the HEV 100 is configured as a power-split vehicle such that the transmission 160 is configured as a split transmission arrangement that is employed without the differential 152 and / or without the TC 155 to enable direct control of power transmitted to the wheels 154 and regenerative power recovered or captured from the wheels 154.

[0029] The powertrain 110 and / or drivetrain 105 also includes one or more inverter system controllers (one or more ISCs) 165, which are coupled to various other system controllers and corresponding EMs 120, 123 and batteries 170, 175, and / or 180, any and / or each of which can be coordinated, selected, and operated in a coordinated and independent manner. In some optionally preferred arrangements, at least one EM 120 is coupled to one axle 106, a separate battery 170, and a separate ISC 165, respectively, and another EM 120 (such as, for example, EM 123) is coupled to a different axle 107, a different and separate battery 175, and a different and separate ISC 167, respectively. In a further variation, a single ISC 165 may be coupled to the front axle of the HEV 100, which would be either axle 106, 107, and may be referred to as a front ISC or FISC 165, while another ISC 167 may be coupled to the rear axle, which would be the other of the axles 106, 107, and may be referred to as a rear ISC or RISC 167. In this example, the FISC 165 may be used for front-wheel drive (FWD) operation, while the RISC 167 may be used for rear-wheel drive (RWD) operation, and both may be used for all-wheel drive (AWD) operation.

[0030] One or more of these batteries 170, 175 are and can be higher voltage DC batteries 170, 175 operating in various ranges depending on the intended vehicle configuration and application. In various examples shown herein for purposes of illustration and not limitation, such batteries can be configured to operate in a range of up to about 600 volts, and desirably up to about 1,000 volts, and sometimes in a range of about 140 volts to 420 volts, or higher or lower, for storing power and supplying power to the EM 120 and other vehicle components and accessories. Other batteries can be low voltage DC batteries 180 operating in a range of about 6 volts to 24 volts to 48 volts, or higher or lower, for example HEVs 100 of this type that may include a starter in some configurations, for storing power and supplying power to the starter 135 to start the CE 115, and for powering other vehicle components and accessories during vehicle idle, stopped, engine off, and electric motor / generator off conditions.

[0031] While the batteries 170, 175, 180 described herein for purposes of example may be known to those skilled in the art as lead-acid, lithium-ion, nickel-metal hydride, and other chemistries, many other energy storage devices are contemplated herein as being suitable for use in the present disclosure. As another example, such batteries 170, 175, 180 may be used to store energy in conjunction with and / or entirely replace ultracapacitors, flywheels, fuel cells, and multiple energy storage devices and associated components and systems, which may be utilized individually, in combination, and as supplemental and / or replacement devices for the envisioned energy storage purposes of the exemplary and illustrative chemistry batteries.

[0032] In these arrangements, and for various HEVs 100 that can be configured as plug-in HEVs (PHEVs) and / or full-electric HEVs (FHEVs), one or more of the batteries 170, 175 can be further configured to operate in a charge-sustaining mode and / or a charge-depleting mode, depending on the vehicle operating mode and the configuration of the particular battery. Those skilled in the art will appreciate that such exemplary combined charge-sustaining and charge-depleting modes of operation are generally limited to such HEVs 100 configured with at least one PHEV-configured battery, as other types of such contemplated batteries are designed and / or preferred for non-PHEV operating modes (such as charge-sustaining or charge-depleting modes, but not both). For another example, the batteries 170, 175 can be selected and configured to have an energy capacity of approximately one kilowatt-hour. This exemplary arrangement is for illustrative purposes, and as another example, an electric driving range or operating range of approximately one to three miles can be achieved during vehicle speeds below approximately 30 miles per hour and when vehicle acceleration is moderate. In this way, batteries 170, 175 can be used as "power cells" batteries in an FHEV, enabling relatively high discharge rates up to charge depletion and / or charge maintenance maximum discharge limit rates for relatively short durations and limited distances, speeds, and accelerations compared to other types of battery configurations and HEV operating modes.

[0033] In another example, at least one and / or another of the batteries is configured to operate alternately in a charge-sustaining mode and a charge-depleting mode and / or in both a charge-sustaining mode and in some applications as a power battery and in other applications as an "energy battery" and a PHEV battery. As another example, but not for the purpose of limitation, depending on the vehicle configuration and intended application, these batteries have and / or can have an electric driving range of approximately 2 kWh to 10 kWh, or more or less, and an electric operating range or electric driving range of approximately 2 miles to 49 miles, or more or less, depending on the vehicle configuration and intended application. When utilized in conjunction with various controllers (such as ISC 165, 167) and other components of such HEV 100, for the purpose of example and not limitation, these batteries can be used in HEVs 100 in both FHEV and PHEV configurations and can be employed with various other such batteries 170, 175 to increase the flexibility of configuring and utilizing such HEV 100 and the integrated components and systems.

[0034] The present disclosure further contemplates that one or more and / or at least one battery is configured to operate in a PHEV charge-depleting mode as an energy battery having a relatively high energy storage capacity and time / distance utilization range, and having an energy capacity of approximately greater than 10 kWh and an electric driving range or electric operating range of greater than approximately 50 miles, and can be adapted to have an energy capacity of approximately 10 kWh to 30 kWh or more or less, and an electric operating range of approximately 50 miles to 300 miles or more or less. Such an "energy battery" configuration can be used in either or both of a charge-depleting mode and a charge-sustaining mode to achieve an energy storage device discharge rate up to the corresponding charge-depleting maximum discharge limit (CDMD) and charge-sustaining maximum discharge limit (CSMD) rates.

[0035] like Figure 1 As shown, batteries 170, 175, 180 are coupled to the engine 115, EMs 120 and 123, ISCs 165 and 167, and other components, controllers, and systems of the vehicle 100, respectively, through various mechanical and electrical interfaces and vehicle controllers as described elsewhere herein. The high-voltage EM batteries 170, 175 are coupled to the EMs 120, 123 and ISCs 165, 167, together and / or separately, through one or more of a motor control module (MCM), a battery power and / or electrical control module (BCM or BECM), and / or power electronics 185.

[0036] These components are cooperatively configured to condition direct current (DC) power provided by the high-voltage (HV) batteries 170, 175 for use by the EMs 120, 123. The ISCs 165, 167 and / or the MCM / BCM / BECM 185 are further configured to condition, invert, and transform the DC battery power into the three-phase alternating current (AC) typically required to power the motors or EMs 120, 123. The MCM / BCM / BECM 185 and / or the ISCs 165, 167 are further configured to utilize the electrical energy generated by the EMs 120, 123 and / or the FEAD components to charge one or more of the batteries 170, 175, 180 and to supply power to other vehicle components as needed.

[0037] The vehicle 100 may also incorporate one or more brakes 190 coupled to one or more of the axles 106, 107, wheels 154, and a brake system control module (BSCM) 195. The axles 106 and 107, the brakes 190, and / or the BSCM 195 may operate to mechanically (e.g., frictionally) and / or electrically decelerate the wheels 154 and implement electrical regenerative braking that captures mechanical deceleration energy from the wheels 154 and, in cooperation with the ISCs 165 and 167, the MCM / BECM 185, one or more of the EMs 120 and 123, and possibly other controllers and components, enable the generation of electricity for storage in and charging the HV batteries 170, 175 and other batteries 180, as well as other power storage components.

[0038] Continue to refer to Figure 1 The vehicle 100 also includes one or more controllers and computing modules and systems that enable various vehicle capabilities. For example, the vehicle 100 may incorporate a vehicle system controller (VSC) 200 and a vehicle computing system (VCS) and controller 205 (which communicates with the ISCs 165, 167, MCM / BECM 185, BSCM 195, and other controllers) as well as a vehicle network, such as a controller area network (CAN) 210, and a larger vehicle control system including other microprocessor-based controllers as described elsewhere herein and other vehicle networks. In addition to communication links between controllers, sensors, actuators, and vehicle systems and components, the CAN 210 may also include a network controller.

[0039] Such CAN 150 is known to those skilled in the art and is described in more detail by various industry standards, including, for example, the Society of Automotive Engineers International.TM. (SAE) J1939 entitled “Serial Control and Communications Heavy Duty Vehicle Network” available from standards.sae.org, the automotive information standard entitled “Road vehicles - Controller area network (CAN)” available from the International Organization for Standardization (ISO) 11898, and ISO 11519 entitled “Road vehicles - Low-speed serial datacommunication” available from www.iso.org / ics / 43.040.15 / x / .

[0040] The ISCs 165, 167, MCM / BECM 185, BSCM 195, VSC 200, and VCS 205, while shown herein as discrete, individual controllers for exemplary purposes, may control, be controlled by, transmit signals to and from, and communicate with other controllers and other sensors, actuators, signals, and components that are part of a larger vehicle and control system and internal and external networks. The capabilities and configurations described in conjunction with any particular microprocessor-based controller contemplated herein may also be embodied in one or more other controllers and distributed across more than one controller such that multiple controllers may independently, cooperatively, in combination, and collaboratively implement any such capabilities and configurations. Thus, references to “a controller,” “at least one controller,” “one or more controllers,” and / or “the one or more controllers” are intended to refer to such controllers in both the singular and plural sense and individually, collectively, and in various suitable collaborative, embedded, and distributed combinations.

[0041] Furthermore, communication over the network and CAN 210 is intended to include responding to, sharing, transmitting, and receiving commands, signals, data, control logic, and information between the controller and sensors, actuators, controls, and vehicle systems and components. The controller communicates with one or more controller-based input / output (I / O) interfaces, which can be implemented as a single integrated interface that enables transmission of raw data and signals, and / or signal conditioning, processing, and / or conversion, short-circuit protection, circuit isolation, and similar capabilities. Alternatively, one or more dedicated hardware or firmware devices, controllers, and systems on a chip can be used to modify, convert, pre-condition, and pre-process specific signals during communication and before and after transmission.

[0042] In further detail, the ISCs 165 and 167, MCM / BECM 185, BSCM 195, VSC 200, VCS 205, CAN 210, and other controllers may include one or more microprocessors or central processing units (CPUs) that communicate with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include volatile and non-volatile memory in read-only memory (ROM), random access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is persistent or non-volatile memory that can be used to store various commands, executable control logic and instructions, as well as code, data, constants, and variables required to operate the vehicle and systems when the vehicle and systems, as well as the controllers and CPU, are not powered on or powered off. The computer-readable storage devices or media may be implemented using any of a number of known memory devices, such as PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical, or combination memory device capable of storing data.

[0043] Follow again Figure 1The vehicle 100 may also include a VCS 205, which is a SYNC onboard vehicle computing system manufactured by Ford Motor Company (see, e.g., SmartDeviceLink.com, www.ford.com, U.S. Patent Nos. 9,080,668, 9,042,824, 9,092,309, 9,141,583, 9,141,583, 9,680,934, etc.). The vehicle 100 may also include a powertrain control unit / module (PCU / PCM) 215, which is coupled to the VSC 200 or another controller, and is coupled to the CAN 210 and the engine 115, EMs 120, 123, and TC 155 to control each powertrain component. A transmission control unit may also be coupled to the VSC 200 and other controllers via the CAN 210, and is coupled to the transmission 160 and optionally to the TC 155 to implement operational control. An engine control module (ECM) or engine control unit (ECU) or energy management system (EMS) 220 may also be included to communicate with the CAN 210 and is coupled to the engine 115 and VSC 200 in cooperation with the PCU 215 and other controllers.

[0044] In this arrangement, the VSC 200 and VCS 205 cooperatively manage and control vehicle components and other controllers, sensors, and actuators. For example, the controller can transmit control commands, logic and instructions, as well as code, data, information, and signals to and / or from the engine 115, disconnect clutch 125, EMs 120 and 123, TC 155, transmission 160, ISCs 165 and 167, batteries 170, 175, and 180, MCM 185, and BSCM 195, as well as other components and systems. The controller can also control and communicate with other vehicle components known to those skilled in the art, although not shown in the figures. Figure 1 The embodiment of the vehicle 100 in FIG. 1 also illustrates exemplary sensors and actuators in communication with the vehicle network and the CAN 210 , which may transmit and receive signals to and from the VSC 200 , the VCS 205 , and other controllers.

[0045] Figure 1The embodiment of the vehicle 100 in FIG. 1 also illustrates exemplary sensors and actuators in communication with the vehicle network and CAN 210 that can transmit and receive signals to and from the VSC 200, VCS 205, and other controllers. In other examples, the vehicle 100 can include an accelerator pedal position and movement sensor (APP) 225, a brake pedal position and movement sensor (BPP) 230, and other driver controls and vehicle profiles and performance parameters (VPP) 235, which can include autonomously selectable and / or driver-selectable vehicle performance preference profiles and parameters, and autonomously selectable and / or driver-selectable vehicle operating mode profiles and sensors, and associated profile parameters and settings.

[0046] Such VPP 235 and settings may be autonomously and / or driver selectable and may establish various preferred and / or predetermined vehicle performance characteristics and operating modes, as described elsewhere herein. APP 225 may, for example, interface with various controllers (such as PCU / PCM 215, ECM / ECU 220, etc.) to generate and / or enable such controllers to generate a torque demand signal (TDS) 240.

[0047] The BPP 235 may also be cooperatively coupled to and in communication with other systems, controllers, and sensors, including, for example, the brakes 190 and the BSCM 195, and configured to generate and / or enable such controllers to generate a brake signal (BS) 245. Such controllers are configured and may be configured to respond to the BS 245 and adjust one or more and / or at least one of the EMs 120, 123 to recover and capture mechanical braking energy from the respective axles 106, 107 and thereby generate negative torque to be converted into electrical energy for charging at least one and / or each of the individual batteries 170, 175, and / or 180 and / or other energy storage devices.

[0048] The vehicle 100 may also have a VCS 205 configured as and / or with one or more communication, navigation, and other sensors, as described with respect to the SYNC onboard vehicle computing system and other similar systems. The VCS 205 may cooperate with the VSC 200 and other controllers to manage and control the vehicle 100 in response to sensors and communication signals identified, established, and received from these and similar vehicle systems and components.

[0049] The VCS 205 is further configured to cooperate with the VSC 200 and other controllers in parallel, series, and distributed fashion to manage and control the vehicle 100 in response to sensors and communication signals identified, generated, established, transmitted to, and received from such vehicle systems and components. These parameters, profiles, and settings for such profiles may be driver-selectable, adjustable, and viewable via a vehicle user interface of an onboard vehicle computing system (such as the aforementioned Ford SYNC system, which may be part of, work in conjunction with, and / or be incorporated as the VCS 205) and other controllers and systems.

[0050] In conjunction with one or more controllers configured to manage such capabilities, the HEV 100 utilizes such sensors, parameters, and settings to implement performance control operating mode capabilities. For example, signals from the driver and various HEV components such as the MCM / BCM 185 and the APP 230 can request power from the CE 115 and / or the EM 120, 123 and can be embedded in the controller and / or cause the controller to generate the TDS 240. In addition to the TDS 240 and BS 245, the controller can also generate various HEV control signals (CS) 250 and other signals (OS) 255, any and / or all of which are used to transmit data to, between, and from various HEV components, sensors, systems, and controllers. In addition, the controller can embed information in and extract information from such signals, and can also communicate directly with other vehicle controllers, sensors, actuators, systems, and components to implement various communications and operations.

[0051] As another example, various other vehicle functions, actuators, and components may be controlled by controllers within vehicle systems and components, and may receive signals from other controllers, sensors, and actuators, which, for purposes of illustration and not limitation, may include an AC generator or generator, EMs 120 and 123, ISCs 165 and 167, high and low voltage batteries 170, 175, and 180, and various sensors for regenerative braking, battery charging or discharging, operating mode control signals, maximum charge, state of charge signals (SoC signals), and battery and storage device charge and discharge power limits, charge power limits, discharge power limits, charge depletion, and charge maintenance limits, as well as temperature, voltage, current, differential and / or integral current over time, powertrain torque command and sensed torque, and digital data and information embedded in such signals, and as described in more detail elsewhere herein.

[0052] As each Figure 1 and Figure 2As shown elsewhere herein, such control logic and executable instructions and signals and data may also include vehicle control or command signals received from and sent to vehicle controllers, components, and systems. These signals and commands may be generated by and transmitted from any of the vehicle controllers, sensors, actuators, components, and systems. Other such controllers, sensors, actuators, and components may also receive and respond to these signals. Any or all of these signals may be raw analog or digital signals, or pre-conditioned, pre-processed, combined, and / or derived signals generated in response to other signals and information embedded therein.

[0053] The described communications and manipulation of signals and commands, control instructions and logic, and data and information by the various contemplated controllers, sensors, actuators, and other vehicle components may be as follows: Figure 1 The diagram is schematically represented and can be represented by Figure 2 and flowcharts or similar diagrams as illustrated elsewhere herein. Such flowcharts and diagrams illustrate exemplary command and control processes, control logic and instructions, and operating strategies, which may be implemented using one or more computing, communication, and processing technologies, including real-time, event-driven, interrupt-driven, multi-tasking, multi-threading, and combinations thereof.

[0054] The steps and functions shown may be executed, transferred, and performed in the order shown, as well as in parallel, iterative, or modified orders, and in some cases, may be combined with other processes and omitted. The commands, control logic, and instructions may be executed in one or more of the described microprocessor-based controllers and may be primarily embodied in hardware, software, virtualized hardware, firmware, virtualized firmware, and combinations thereof.

[0055] During operation of the vehicle 100, and with continued reference to Figure 1 and Figure 2 , the HEV 100 incorporates a controller, such as any and / or all of the controllers described elsewhere herein, coupled to the EMs 120 and 123, the ISCs 165 and 167, and / or the HV batteries 170 and 175. The controller is configured to respond to the described signals, including, for example, the TDS 240, the BS 245, the CS 250, and / or the OS 255, and to detect various vehicle parameters and conditions and to adjust various operating modes of the HEV 100 and its various components and systems. In a particular example, the HEV 100 includes at least two axles 106, 107, each coupled to and driven by an EM 120 and 123, respectively, which are coupled to separate batteries 170, 175, respectively, as shown. Figure 1 As shown schematically in .

[0056] In this example, in response to the TDS 240, at least one of the controllers is configured and may be configured to deliver power to one of the axles 106, 107 in a single-axle drive mode of operation. When the TDS 240 exceeds a single-axle power limit (SAPL) 260, the controller is further configured to initiate a multi-axle drive mode of operation and deliver power to another of the axles 106, 107. In either the single-axle or multi-axle drive modes, the controller may deliver power from one or more of the EMs 120, 123 in an electric mode of operation and to the axles 106, 107.

[0057] Such electric operating modes may also include operating batteries 170, 175 in charge-depleting and / or charge-sustaining modes, such that one or both batteries 170, 175 may be discharged in the charge-depleting mode, and / or such that one battery may be configured and / or used in the charge-sustaining mode while the other battery is used in the charge-depleting mode, and combinations thereof. In a more specific further example, a combination of modes including variable variations of the charge-depleting and charge-sustaining modes may be configured for a PHEV 100, while a FHEV 100 may only enable the charge-sustaining operating mode.

[0058] The HEV 100 may be further configured with a controller that, in response to the TDS 240 exceeding the multi-axle power limit (MAPL), commands the internal combustion engine (CE) or ICE 115 to deliver additional power to at least one of the axles 106, 107 in conjunction with the EMs 120, 123. In this arrangement where power is delivered from the CE 115, one or both batteries 170, 175 are operated in a charge-depleting mode. Alternative variations may also include one of the batteries 170, 175 being discharged in the charge-depleting mode while the other is operated in a charge-sustaining mode, such that the CE 115 delivers mechanical power to one of the EMs 120, 123, which in turn generates negative torque and electricity to charge and / or maintain the battery's charge in the sustaining mode, while the other of the EMs 120, 123 delivers positive torque and power to one of the axles 106, 107, in combination with the CE 115 delivering power to the same or the other of the axles 106, 107.

[0059] Each of such configurations of the HEV 100 is also configured with a controller, and at least one of the controllers is further configured to respond to the TDS 240 and a state of charge signal (SoC signal) 270 exceeding and / or falling below a charge maintenance limit (CSL) 275 of one or more of the energy storage devices (such as the batteries 170, 175, 180 or another energy storage device), for example, when utilizing a PHEV battery and / or operating mode of the HEV 100. The controller responds to the SoC signal 270 exceeding the CSL 275 by, for example, enabling a charge depletion mode of the HEV 100 during a PHEV operating mode, contemplating use of the PHEV battery, and / or configuration of the HEV 100. In this variation, one or more energy storage devices, such as batteries 170 , 175 , are discharged up to a charge depletion maximum discharge limit (CDMD) 280 to meet the power required by the TDS 240 by driving the EMs 120 , 123 and delivering torque to one or more of the respective axles 106 , 107 and associated wheels 154 .

[0060] In response to the TDS 240, and the SoC signal 270 falling to the CSL 275, the controller adjusts the HEV 100 to initiate a charge maintenance mode so that energy is delivered from the energy storage device and / or the batteries 170, 175 at a discharge rate up to the charge maintenance maximum discharge limit (CSMD) 285, and power is also delivered from the CE or ICE 115 to one or more of the EMs 120, 123 of the same axle 106, 107 coupled to the CE 115, which enables power generation that is used to charge one or more of the various envisioned energy storage devices (including, for example, the batteries 170, 175, 180) to maintain the corresponding SoC 270 and / or charge energy storage devices such as the batteries 170, 175 and / or 180.

[0061] In response to the TDS 240, SAPL 260, MAPL 265, SoC signal 270, CSL 275, CDMD 280 and / or CSMD 285, the controller is also configured to initiate a charge sustaining mode and adjust the CE 115 to deliver power in addition to the energy storage device power to (a) propel the HEV 100 to meet the power required by the TDS 240, and also (b) deliver the CE 115 power to at least one of the axles 106, 107 and the correspondingly coupled EMs 120, 123 to generate electricity to maintain the SoC signal 270 at and / or near the CSL 275 while charging one or more of the energy storage devices (such as batteries 170, 175 and / or 180).

[0062] In other variations of the HEV 100 according to the present disclosure, the controller also responds to the SoC 270 of at least one of the energy storage devices (such as the batteries 170, 175, 180) dropping to the CSL 275 to initiate a charge sustaining mode and, in addition to delivering power from the EMs 120, 123 to propel the HEV 100, delivers power from the CE 115 to the EMs 120, 123 coupled to the same axle 106, 107 as the CE 115. The additional power from the CE 115 motivates one or more of the EMs 120, 123 to generate electricity to maintain the SoC 270 at or near the CSL 275 and to charge the appropriate energy storage device so that the SoC 270 does not drop below the CSL 275. The controller can also achieve maintenance and / or charging of the energy storage device such that the SoC signal 270 increases and / or is maintained near the CSL 275 within a desired tolerance range, which can achieve a range of SoC near the CSL 275 that can be accepted to maintain the stored energy in the device during operation of the HEV 100.

[0063] The present disclosure also contemplates other variations of the controller including a controller responsive to a stability control signal (SCS) 290, which may be autonomously selectable and / or driver selectable in response to environmental and road conditions, as well as HEV 100 performance characteristics and / or other parameters. The controller may reconfigure and / or adjust the capabilities of the HEV 100 in response to the SCS 290, such that certain operating modes of the HEV 100 are enabled and / or initiated. For example, an all-axle drive mode may be selected, which, for a dual-axle HEV 100, may enable power to be delivered to both axles 106, 107 and adjust other components, such as the differential 152, to further adjust, increase, and / or decrease traction, power, and / or torque to each associated wheel 154, collectively, in series, individually, and in combination thereof.

[0064] In each of these configurations, variations, modifications and / or operating modes described herein, these limits, variables, parameters and modes may be predetermined, predicted, automatically selected and / or otherwise adjusted as by the VPP 235, which contemplates and may include various limits such as the SAPL 260, MAPL 265, SoC signal 270, CSL 275, CDMD 280, CSMD 285, SCS 290 and / or related limits and parameters.

[0065] The present disclosure also contemplates additional operating methods, which can be further referenced by those skilled in the relevant art. Figure 1 , specifically now also includes Figure 2During operation, one or more of the controllers 300 described elsewhere herein (e.g., but not limited to, the MCM / BECM 185, the VSC 200, the PCU / PCM 215, the ECM / ECU 220) are configured to enable the capabilities of the HEV 100 as contemplated in the present disclosure and in various operating modes. At step 305, the controller 300 initiates command and control logic according to predetermined, predicted, autonomously selected, and driver-selected modes and the VPP 235.

[0066] Based on these patterns and VPP 235, the controller then determines at step 310 whether TDS 240 exceeds zero, indicating that a demand for torque power has been detected. If TDS 240 does not exceed zero, control passes to step 315 to detect whether BS 245 is present. If BS 245 is detected, one or more EMs 120, 123 are adjusted and regenerative braking is initiated at step 320, causing one or more of the EMs 120, 123 to generate electricity, which is recaptured and stored in an energy storage device (such as one or more of the batteries 170, 175, 180). If BS 245 is not detected, control returns to start step 305 to continue monitoring.

[0067] If the TDS 240 is greater than zero at step 310, control passes to step 325 to determine whether one or more of the energy storage devices, such as the batteries 170, 175, has an SoC signal 270 that exceeds the CSL 275. If so, then electric-only operation of the HEV 100 is possible, such as during PHEV battery use and / or mode operation, and can be enabled according to the VPP 235 and in one of the operating modes described herein. If the SoC signal 270 exceeds the CSL 275, control passes to step 330 and initiates a charge-depleting mode, which is enabled only for HEVs 100 in PHEV configurations. Otherwise, if the SoC signal 270 has dropped to and / or is approaching the CSL 275, then a charge-sustaining mode is initiated at step 335, which is enabled for HEVs 100 in either PHEV or FHEV configurations.

[0068] At step 330, the charge depletion mode is initiated, and then at step 340, power is transferred from at least one of the EMs 120, 123 to at least one of the axles 106, 107. The controller then proceeds to step 345 to determine whether the TDS 240 exceeds the CDMD 280. If not, monitoring continues and control moves back to start step 305. Alternatively, when the TDS 240 exceeds the CDMD 280, the controller 300 activates the CE 115 at step 350 to enable additional power to be delivered from the CE 115 to at least one axle 106, 107 to increase the maximum energy delivered to at least one of the EMs 120, 123, which deliver power to the axle and drive the axle. At step 355, the controller also determines whether the TDS 240 also exceeds the SAPL 260. If the TDS 240 does not exceed the SAPL 260 and no longer exceeds the CDMD 280 , the controller 300 may stop the CE 115 at step 360 depending on other parameters and variables.

[0069] However, if the TDS 240 exceeds the SAPL 260 at step 355, the controller 300 may enable additional power to be delivered to another of the at least two axles 106, 107 at step 365. In one example, the controller 300 may increase the power delivered by the CE 115. In another example, the controller 300 may enable another of the EMs 120, 123 to deliver power to an additional axle 106, 107. In this latter example, the HEV 100 may include the EM 123 as an ERAD powered by a separate high-discharge power storage device coupled to the ISC 167 to enable short-duration / distance power delivery to the other axle while the TDS 240 continues to exceed the SAPL 260.

[0070] As additional power is delivered at step 365, the controller continues to monitor changes in the TDS 240 at step 370 and monitors the SoC signal 270 (of the energy storage device) at step 375 to determine if the SoC signal 270 has dropped below the CSL 275 during operation. If the TDS 240 has not changed at step 370, the SoC signal 270 is monitored at step 375 until a drop below the CSL 275 is detected. If the TDS 240 remains unchanged, but the TDS 240 drops below the CSL 275, the controller 300 continues the method of the present disclosure by returning to the start step 305 to continue monitoring and processing, and adjusts the HEV 100 in response to the dropped SoC signal 270. Once the TDS 240 changes at step 370, the controller again determines at step 380 whether the TDS 240 has dropped below the SAPL 260, and if not, continues to monitor the SoC signal 270 at step 375. However, if the TDS 240 drops below the SAPL 260 at step 380 , the controller 300 may stop the CE 115 at step 360 , depending on various other limits and the VPP 235 , and thereafter continue monitoring at the start step 305 .

[0071] If the charge sustaining mode is initiated at step 335, the CE 115 is started at step 350a to deliver power from the CE 115 to one of the EMs 120, 123 to enable charging and / or SoC maintenance of the energy storage device depleted below the CSL 275 at step 385. The controller 300 determines at step 390 whether the TDS 240 exceeds the CSMD 285, and if not, delivers power from at least one of the EMs 120, 123 to at least one of the axles 106, 107 at a discharge rate up to the CSMD 285 at step 393. However, if, at step 390, the TDS 240 exceeds the CSMD 285, the controller 300 increases the power delivered from the CE 115 to a level higher than that delivered to the EMs 120, 123 for charge sustaining power, to enable the increased CE 115 power to be delivered to one of the axles 106, 107 and / or one of the EMs 120 to propel the HEV 100 and meet the power required by the TDS 240. This enables power delivery to propel the HEV 100 during the charge sustaining mode, such that the combined power from at least one of the EMs 120, 123 (step 393) and the CE 115 (step 395) is used for propulsion and charge sustaining of the energy storage devices, such as the batteries 170, 175.

[0072] The description herein refers to systems, methods, components, elements, nodes, or features that are in "communication" and / or "coupled" together. As used herein, unless expressly stated otherwise, the use of these terms and expressions is intended to and must be understood to mean that a system / method / sensor / actuator / component / element / module / feature is directly or indirectly coupled, connected, and / or in communication with each other electronically, mechanically, or both, and in some similar manner that enables cooperative operation and exchange and interchange of data and information.

[0073] Furthermore, even though the various described implementations, diagrams, descriptions, and drawings show representative examples and arrangements of components, elements, devices, and features, many different additional variations, arrangements, modifications, and intermediate components, elements, devices, and features may be present in further exemplary implementations contemplated by the present disclosure.

[0074] Unless expressly stated otherwise, the terms, words and phrases used in this document, and variations thereof, must be interpreted as open ended and not limiting. For example, the term "including" should be understood to mean "including but not limited to" or similar meanings; the term "example" is used to broadly describe illustrative examples of the items being described, but not an exhaustive, exclusive or limiting list; and adjectives such as "conventional," "traditional," "ordinary," "standard," "known," and terms of similar meaning should not be construed to limit the description to a given example, or to the exemplary items available in the market as of a particular date and time period.

[0075] On the contrary, these descriptions are intended to be understood as including conventional, traditional, ordinary or standard technology that is available now and at any time in the future in some form of improvement and modification based on the innovations described in this disclosure. Similarly, a group of words described and connected with the conjunction "and" or the antonymous conjunction "or" can only be understood as an exemplary and representative rather than an exclusive group, and cannot be understood as requiring that only one or each of the described items must appear or must not appear in the envisioned group. Instead, unless otherwise expressly stated, the use of these conjunctions and antonymous conjunctions must be understood to mean "and / or".

[0076] Similarly, unless expressly stated otherwise, a group of words linked with the conjunction "or" should not be understood as requiring mutual exclusivity in the group, but must likewise be understood to mean "and / or." Moreover, although words, items, elements, or components of the present disclosure are described or claimed in the singular, the plural is contemplated and envisioned to be within the scope of such description unless limitation to the singular is expressly stated as a requirement. The presence or absence of expansive words and phrases in certain instances, such as "one or more," "at least," "but not limited to," or other similar phrases, are intended to be interpreted as contemplating a broader meaning, but should not be construed as implying, intending, or requiring a narrower meaning.

[0077] According to the present invention, a vehicle is provided, comprising: at least two axles, the at least two axles being independently driven by respective electric motors, each of the electric motors being coupled to a separate battery; and at least one controller configured to: deliver power to one of the axles in a single-axle drive mode, and, in response to a torque demand signal exceeding a single-axle power limit, initiate a multi-axle drive mode to deliver power to the other axle.

[0078] According to one embodiment, the above invention is further characterized in that at least one controller is further configured to: in response to a braking signal, adjust at least one of the electric motors (EM) to capture mechanical braking energy from the corresponding axle and generate negative torque to charge at least one of the batteries.

[0079] According to one embodiment, the above invention is further characterized by an internal combustion engine (CE) connected to one of the at least two axles; and at least one controller is further configured to: in response to the torque demand signal exceeding the multi-axle power limit and the charge state exceeding the charge maintenance limit, initiate a charge depletion mode and deliver additional CE power to the connected axle.

[0080] According to one embodiment, the above invention is further characterized by an internal combustion engine (CE) coupled to one of the at least two axles; and at least one controller is further configured to: in response to a state of charge signal dropping to a charge maintenance limit, initiate a charge maintenance mode, and deliver CE power to the electric motor (EM) coupled to the one axle to generate electricity, thereby charging one or more of the batteries.

[0081] According to one embodiment, the above invention is further characterized by an internal combustion engine (CE) coupled to one of at least two axles; and at least one controller is further configured to: in response to at least one of the following: (a) the state of charge signal drops to a charge maintenance limit, and (b) the torque demand signal exceeds the combined power available from the batteries, deliver CE power: (a) to propel the vehicle and meet the torque demand signal, and (b) to an electric machine (EM) coupled to the one axle to generate electricity to charge one or more of the batteries.

[0082] According to one embodiment, the above invention is further characterized by an internal combustion engine (CE) coupled to one of the at least two axles; and at least one controller is further configured to: in response to a state of charge signal dropping to a charge maintenance limit of at least one of the batteries, initiate a charge maintenance mode, and deliver CE power to an electric motor (EM) coupled to the one axle to stimulate one or more of the EMs to generate electricity and charge the at least one battery so that the state of charge does not drop.

[0083] According to one embodiment, the above invention is further characterized in that the at least one controller is configured to: in response to the stability control signal, initiate a full-bridge drive mode to deliver power to each of the at least two axles to increase traction at each wheel of each axle.

[0084] According to one embodiment, the above invention further features at least one battery configured to operate in a charge-sustaining mode and having an energy capacity of approximately one kilowatt-hour and an electric driving range of between approximately one mile and three miles.

[0085] According to one embodiment, the above invention is further characterized by at least one battery configured to operate in a charge sustaining mode and a charge depleting mode and having an energy capacity between approximately 2 kWh and 10 kWh and an electric driving range between approximately 2 miles and 49 miles.

[0086] According to one embodiment, the above invention further features at least one battery configured to operate in a charge-depleting mode and having an energy capacity exceeding approximately 10 kilowatt-hours and an electric driving range exceeding approximately 50 miles.

[0087] According to the present invention, a vehicle is provided, comprising: at least two axles, the at least two axles being independently driven by respective electric motors, each of the electric motors being coupled to a separate battery; an internal combustion engine (CE) coupled to one of the axles; and at least one controller configured to deliver power to one of the axles in a single-axle drive mode and to deliver power to the other axle in response to a torque demand signal exceeding a single-axle power limit.

[0088] According to one embodiment, the above invention is further characterized in that the at least one controller is further configured to: initiate a charge depletion mode and deliver additional CE power to the connected vehicle axle in response to the torque demand signal exceeding the multi-axle power limit and the state of charge exceeding the charge maintenance limit.

[0089] According to one embodiment, the above invention is further characterized in that at least one controller is further configured to: in response to a braking signal, adjust at least one of the electric machines (EM) to capture mechanical braking energy from the corresponding axle and generate negative torque to charge the connected separate battery.

[0090] According to one embodiment, the above invention is further characterized in that at least one controller is further configured to: in response to the state of charge signal dropping to the charge maintenance limit, initiate a charge maintenance mode, and deliver CE power to the electric machine (EM) connected to the one axle to generate electricity, thereby charging one or more of the batteries.

[0091] According to one embodiment, the above invention is further characterized in that at least one controller is further configured to: in response to at least one of the following: (a) the state of charge signal drops to a charge maintenance limit, and (b) the torque demand signal exceeds the combined power available from the batteries, deliver CE power: (a) to propel the vehicle and meet the torque demand signal, and (b) to an electric machine (EM) connected to the one axle to generate electricity to charge one or more of the batteries.

[0092] According to one embodiment, the above invention is further characterized by at least one controller coupled to at least two axles and an internal combustion engine (CE), the at least two axles being independently driven by respective electric motors, each coupled to a separate battery, and the internal combustion engine being coupled to one of the axles, the controller delivering power to one of the axles in a single-axle drive mode and delivering power to the other axle in response to a torque demand signal exceeding a single-axle power limit.

[0093] According to one embodiment, the above invention is further characterized by at least one controller initiating a charge depleting mode and delivering additional CE power to the coupled axles in response to the torque demand signal exceeding the multi-axle power limit and the state of charge exceeding the charge sustaining limit.

[0094] According to one embodiment, the above invention is further characterized in that at least one controller adjusts at least one of the electric machines (EMs) in response to a braking signal to capture mechanical braking energy from a corresponding axle and generate negative torque through the at least one EM to charge a connected separate battery.

[0095] According to one embodiment, the above invention is further characterized in that at least one controller initiates a charge sustaining mode in response to the state of charge signal dropping to a charge sustaining limit and delivers CE power to the electric machine (EM) coupled to the one axle to generate electricity to charge one or more of the batteries.

[0096] According to one embodiment, the above invention is further characterized in that at least one controller, in response to at least one of the following: (a) the state of charge signal drops to a charge maintenance limit, and (b) the torque demand signal exceeds the combined power available from the batteries, initiates a charge maintenance mode and delivers CE power: (a) to propel the vehicle and meet the torque demand signal, and (b) to an electric machine (EM) coupled to the one axle to generate electricity to charge one or more of the batteries.

Claims

1. A vehicle, comprising: at least two axles, the at least two axles being independently driven by respective electric motors, the electric motors each being coupled to a separate battery; an internal combustion engine coupled to one of the at least two axles; and At least one controller configured to: delivering power to one of the axles in single-axle drive mode, and In response to a torque demand signal exceeding a single-axle power limit output by a corresponding electric machine driving the one axle, initiating a multi-axle drive mode to deliver power to another axle, In response to at least one of: (a) a state of charge signal of one or more of the batteries falling to a charge maintenance limit, and (b) the torque demand signal exceeding the combined power available from the batteries, Delivering internal combustion engine power to propel the vehicle and satisfy the torque demand signal, and delivering internal combustion engine power to an electric machine coupled to the one axle to generate electricity to charge the one or more of the batteries, wherein the electric machine coupled to the other axle delivers power to the other axle.

2. The vehicle according to claim 1, wherein The at least one controller is further configured to: In response to the brake signal, adjusting at least one of the electric machines to capture mechanical braking energy from a corresponding axle, and Negative torque is generated to charge at least one of the batteries.

3. The vehicle according to claim 1, wherein: The at least one controller is further configured to: In response to the torque demand signal exceeding the multi-bridge power limit and the state of charge signal exceeding the charge sustaining limit, Initiate charge depletion mode, and Additional internal combustion engine power is delivered to the coupled axle.

4. The vehicle according to claim 1, wherein The at least one controller is further configured to: In response to a state of charge signal of one or more of the batteries falling to a charge maintenance limit, Initiate charge maintenance mode, and Internal combustion engine power is delivered to the electric machine coupled to the one axle to generate electricity to charge the one or more of the batteries.

5. The vehicle according to claim 1, wherein The at least one controller is further configured to: In response to a state of charge signal of one or more of the batteries falling to a charge maintenance limit, Initiate charge maintenance mode, and Internal combustion engine power is delivered to the electric machines coupled to the one axle to energize one or more of the electric machines to generate electricity and charge the one or more of the batteries such that the state of charge signal does not drop.

6. The vehicle according to claim 1, wherein The at least one controller is further configured to: In response to the stability control signal, a full-bridge drive mode is initiated to deliver power to each of the at least two axles to increase traction at each wheel of each axle.

7. The vehicle of claim 1 , further comprising: At least one battery is configured to operate in a charge-sustaining mode and has an energy capacity of one kilowatt-hour and an electric driving range of between one mile and three miles.

8. The vehicle of claim 1 , further comprising: At least one battery is configured to operate in a charge-sustaining mode and a charge-depleting mode and has an energy capacity between 2 kilowatt-hours and 10 kilowatt-hours and an electric driving range between 2 miles and 49 miles.

9. The vehicle of claim 1 , further comprising: At least one battery configured to operate in a charge-depleting mode and having an energy capacity exceeding 10 kilowatt-hours and an electric driving range exceeding 50 miles.

10. A method of controlling a vehicle, the method comprising: By at least one controller, The controller is coupled to at least two axles and an internal combustion engine, the at least two axles being independently driven by respective electric motors, each of which is coupled to a separate battery, and the internal combustion engine being coupled to one of the axles, delivering power to one of the axles in single-axle drive mode, and In response to a torque demand signal exceeding a single-axle power limit output by the internal combustion engine and the electric machine coupled to the one axle, Send power to the other axle, In response to at least one of the following: (a) the state of charge signal of one or more of the batteries drops to a charge maintenance limit, and (b) the torque demand signal exceeds the combined power available from the batteries, Delivering internal combustion engine power to propel the vehicle and satisfy the torque demand signal, and delivering internal combustion engine power to an electric machine coupled to the one axle to generate electricity to charge the one or more of the batteries, wherein the electric machine coupled to the other axle delivers power to the other axle.

11. The method for controlling a vehicle according to claim 10, further comprising: By the at least one controller, in response to the torque demand signal exceeding a multi-bridge power limit and the state of charge signal exceeding a charge maintenance limit, Initiate charge depletion mode, and Additional internal combustion engine power is delivered to the coupled axle.

12. The method for controlling a vehicle according to claim 10, further comprising: By the at least one controller, in response to a braking signal, At least one of the electric machines is adjusted to capture mechanical braking energy from a corresponding axle and generate negative torque via the at least one electric machine to charge a coupled separate battery.

13. The method for controlling a vehicle according to claim 10, further comprising: In response to a state of charge signal of one or more of the batteries falling below a charge maintenance limit, Initiate charge maintenance mode, and Internal combustion engine power is delivered to the electric machine coupled to the one axle to generate electricity to charge the one or more of the batteries such that the state of charge signal does not drop.

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